WO1996019646A1 - Verfahren zur steuerung einer mehrzylinder-brennkraftmaschine in der kaltstart- und warmlaufphase - Google Patents
Verfahren zur steuerung einer mehrzylinder-brennkraftmaschine in der kaltstart- und warmlaufphase Download PDFInfo
- Publication number
- WO1996019646A1 WO1996019646A1 PCT/EP1995/004969 EP9504969W WO9619646A1 WO 1996019646 A1 WO1996019646 A1 WO 1996019646A1 EP 9504969 W EP9504969 W EP 9504969W WO 9619646 A1 WO9619646 A1 WO 9619646A1
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- WO
- WIPO (PCT)
- Prior art keywords
- cylinders
- devices
- engine
- fuel
- inlet
- Prior art date
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Classifications
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- F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
- F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
- F02D—CONTROLLING COMBUSTION ENGINES
- F02D41/00—Electrical control of supply of combustible mixture or its constituents
- F02D41/02—Circuit arrangements for generating control signals
- F02D41/04—Introducing corrections for particular operating conditions
- F02D41/06—Introducing corrections for particular operating conditions for engine starting or warming up
- F02D41/068—Introducing corrections for particular operating conditions for engine starting or warming up for warming-up
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- F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
- F01—MACHINES OR ENGINES IN GENERAL; ENGINE PLANTS IN GENERAL; STEAM ENGINES
- F01N—GAS-FLOW SILENCERS OR EXHAUST APPARATUS FOR MACHINES OR ENGINES IN GENERAL; GAS-FLOW SILENCERS OR EXHAUST APPARATUS FOR INTERNAL COMBUSTION ENGINES
- F01N3/00—Exhaust or silencing apparatus having means for purifying, rendering innocuous, or otherwise treating exhaust
- F01N3/08—Exhaust or silencing apparatus having means for purifying, rendering innocuous, or otherwise treating exhaust for rendering innocuous
- F01N3/10—Exhaust or silencing apparatus having means for purifying, rendering innocuous, or otherwise treating exhaust for rendering innocuous by thermal or catalytic conversion of noxious components of exhaust
- F01N3/18—Exhaust or silencing apparatus having means for purifying, rendering innocuous, or otherwise treating exhaust for rendering innocuous by thermal or catalytic conversion of noxious components of exhaust characterised by methods of operation; Control
- F01N3/20—Exhaust or silencing apparatus having means for purifying, rendering innocuous, or otherwise treating exhaust for rendering innocuous by thermal or catalytic conversion of noxious components of exhaust characterised by methods of operation; Control specially adapted for catalytic conversion ; Methods of operation or control of catalytic converters
- F01N3/2006—Periodically heating or cooling catalytic reactors, e.g. at cold starting or overheating
-
- F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
- F01—MACHINES OR ENGINES IN GENERAL; ENGINE PLANTS IN GENERAL; STEAM ENGINES
- F01N—GAS-FLOW SILENCERS OR EXHAUST APPARATUS FOR MACHINES OR ENGINES IN GENERAL; GAS-FLOW SILENCERS OR EXHAUST APPARATUS FOR INTERNAL COMBUSTION ENGINES
- F01N3/00—Exhaust or silencing apparatus having means for purifying, rendering innocuous, or otherwise treating exhaust
- F01N3/08—Exhaust or silencing apparatus having means for purifying, rendering innocuous, or otherwise treating exhaust for rendering innocuous
- F01N3/10—Exhaust or silencing apparatus having means for purifying, rendering innocuous, or otherwise treating exhaust for rendering innocuous by thermal or catalytic conversion of noxious components of exhaust
- F01N3/24—Exhaust or silencing apparatus having means for purifying, rendering innocuous, or otherwise treating exhaust for rendering innocuous by thermal or catalytic conversion of noxious components of exhaust characterised by constructional aspects of converting apparatus
- F01N3/30—Arrangements for supply of additional air
- F01N3/306—Preheating additional air
-
- F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
- F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
- F02D—CONTROLLING COMBUSTION ENGINES
- F02D41/00—Electrical control of supply of combustible mixture or its constituents
- F02D41/008—Controlling each cylinder individually
- F02D41/0087—Selective cylinder activation, i.e. partial cylinder operation
-
- F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
- F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
- F02D—CONTROLLING COMBUSTION ENGINES
- F02D41/00—Electrical control of supply of combustible mixture or its constituents
- F02D41/02—Circuit arrangements for generating control signals
- F02D41/021—Introducing corrections for particular conditions exterior to the engine
- F02D41/0235—Introducing corrections for particular conditions exterior to the engine in relation with the state of the exhaust gas treating apparatus
- F02D41/024—Introducing corrections for particular conditions exterior to the engine in relation with the state of the exhaust gas treating apparatus to increase temperature of the exhaust gas treating apparatus
- F02D41/025—Introducing corrections for particular conditions exterior to the engine in relation with the state of the exhaust gas treating apparatus to increase temperature of the exhaust gas treating apparatus by changing the composition of the exhaust gas, e.g. for exothermic reaction on exhaust gas treating apparatus
-
- F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
- F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
- F02D—CONTROLLING COMBUSTION ENGINES
- F02D41/00—Electrical control of supply of combustible mixture or its constituents
- F02D41/02—Circuit arrangements for generating control signals
- F02D41/021—Introducing corrections for particular conditions exterior to the engine
- F02D41/0235—Introducing corrections for particular conditions exterior to the engine in relation with the state of the exhaust gas treating apparatus
- F02D41/024—Introducing corrections for particular conditions exterior to the engine in relation with the state of the exhaust gas treating apparatus to increase temperature of the exhaust gas treating apparatus
- F02D41/0255—Introducing corrections for particular conditions exterior to the engine in relation with the state of the exhaust gas treating apparatus to increase temperature of the exhaust gas treating apparatus to accelerate the warming-up of the exhaust gas treating apparatus at engine start
-
- F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
- F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
- F02D—CONTROLLING COMBUSTION ENGINES
- F02D41/00—Electrical control of supply of combustible mixture or its constituents
- F02D41/02—Circuit arrangements for generating control signals
- F02D41/04—Introducing corrections for particular operating conditions
- F02D41/06—Introducing corrections for particular operating conditions for engine starting or warming up
-
- F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
- F01—MACHINES OR ENGINES IN GENERAL; ENGINE PLANTS IN GENERAL; STEAM ENGINES
- F01N—GAS-FLOW SILENCERS OR EXHAUST APPARATUS FOR MACHINES OR ENGINES IN GENERAL; GAS-FLOW SILENCERS OR EXHAUST APPARATUS FOR INTERNAL COMBUSTION ENGINES
- F01N2430/00—Influencing exhaust purification, e.g. starting of catalytic reaction, filter regeneration, or the like, by controlling engine operating characteristics
- F01N2430/02—Influencing exhaust purification, e.g. starting of catalytic reaction, filter regeneration, or the like, by controlling engine operating characteristics by cutting out a part of engine cylinders
-
- F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
- F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
- F02D—CONTROLLING COMBUSTION ENGINES
- F02D13/00—Controlling the engine output power by varying inlet or exhaust valve operating characteristics, e.g. timing
- F02D13/02—Controlling the engine output power by varying inlet or exhaust valve operating characteristics, e.g. timing during engine operation
- F02D2013/0292—Controlling the engine output power by varying inlet or exhaust valve operating characteristics, e.g. timing during engine operation in the start-up phase, e.g. for warming-up cold engine or catalyst
-
- F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
- F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
- F02D—CONTROLLING COMBUSTION ENGINES
- F02D41/00—Electrical control of supply of combustible mixture or its constituents
- F02D41/0002—Controlling intake air
- F02D2041/001—Controlling intake air for engines with variable valve actuation
- F02D2041/0012—Controlling intake air for engines with variable valve actuation with selective deactivation of cylinders
-
- F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
- F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
- F02N—STARTING OF COMBUSTION ENGINES; STARTING AIDS FOR SUCH ENGINES, NOT OTHERWISE PROVIDED FOR
- F02N19/00—Starting aids for combustion engines, not otherwise provided for
- F02N19/004—Aiding engine start by using decompression means or variable valve actuation
-
- Y—GENERAL TAGGING OF NEW TECHNOLOGICAL DEVELOPMENTS; GENERAL TAGGING OF CROSS-SECTIONAL TECHNOLOGIES SPANNING OVER SEVERAL SECTIONS OF THE IPC; TECHNICAL SUBJECTS COVERED BY FORMER USPC CROSS-REFERENCE ART COLLECTIONS [XRACs] AND DIGESTS
- Y02—TECHNOLOGIES OR APPLICATIONS FOR MITIGATION OR ADAPTATION AGAINST CLIMATE CHANGE
- Y02T—CLIMATE CHANGE MITIGATION TECHNOLOGIES RELATED TO TRANSPORTATION
- Y02T10/00—Road transport of goods or passengers
- Y02T10/10—Internal combustion engine [ICE] based vehicles
- Y02T10/12—Improving ICE efficiencies
Definitions
- the primary pollutant formation can also be influenced by operational measures. This includes factors such as mixture formation, ignition and injection timing, control times, internal residual gas recirculation through changes in control times, and external ones
- Reductions in hydrocarbon emissions can also be achieved by measures external to the engine in the exhaust gas area, such as exhaust gas aftertreatment by means of catalyst systems, insulation of the exhaust manifold and exhaust gas system, and the use of thermal reactors.
- the external injection of secondary air in the cold start and warm-up phase promotes the after-reaction of unburned hydrocarbons and carbon monoxides in the exhaust system and, due to the heat released during the oxidation, also leads to faster catalyst heating. In conventional engines, this is done by an additional secondary air pump, which must be driven by an electric motor or by the internal combustion engine itself.
- the invention is based on the object of creating a method for controlling such a multi-cylinder internal combustion engine for the cold start and warm-up phase, which leads to a reduction in pollutant emissions precisely in this operating phase of an engine.
- this object is achieved by a
- Method for controlling a multi-cylinder internal combustion engine with internal combustion and aftertreatment the exhaust gases whereby the gas charge change in the individual cylinders takes place via inlet devices at least for the air and outlet devices for the exhaust gas, which can be controlled independently of one another, but with coordinated opening and closing times, starting in the cold start phase up to the warm-up phase the supply of fresh fuel mixture takes place only to part of the cylinders, which then operate as an engine, and the supply of fresh fuel mixture to the other part of the cylinders, which then operate as a compressor, and the amount of air heated in these cylinders by the compression process is introduced through the outlet device into the exhaust system for subsequent reaction of the exhaust gases.
- one or more cylinders of the engine work as a "hot secondary air pump" without additional units and to use the hot air thus provided for the after-reaction of the unburned hydrocarbons and carbon monoxides in the exhaust system.
- This is made possible by the fact that by means of inlet and outlet devices which can be controlled independently of one another and are coordinated with one another and in which the injection to the individual cylinders can be switched off depending on the control times of the inlet device and the outlet device, a metered amount of air can be introduced into the exhaust system as required . This can take place both with each crankshaft revolution and after several revolutions.
- the high temperature level of the compressed air can also be used for faster heating of the catalytic converter and the after-reaction in the exhaust system be promoted.
- Another advantage is that the cylinders working as an engine, which must drive the cylinder or cylinders working as a compressor, are subjected to higher loads, so that here a faster heating of both the areas near the combustion chamber and a faster heating of the exhaust gas System takes place due to higher exhaust gas temperatures.
- the fuel supply to the individual cylinders is switched over alternately.
- the inlet devices and / or the outlet devices are kept open when starting via an auxiliary drive during the first revolutions.
- the starting power to be applied by the auxiliary unit, usually a starter, is thus significantly smaller. This leads to smaller, less expensive and less expensive
- Auxiliary units for the starting process for which the energy to be provided and thus the size of the battery is then reduced.
- the inlet devices are each opened in a "late" direction. This prevents the problem of the deteriorated mixture formation conditions in internal combustion engines with external mixture formation during the cold start and warm-up phase. Due to the low temperature level the cylinder charge and the intake duct walls, the atomization quality of the mixture generator is significantly deteriorated. Due to the configuration proposed according to the invention, the mixture formation process can now be significantly improved by opening the inlet devices late. An unconventional "late inlet opens” only opens the inlet device when the piston approaches the bottom dead center in the downward movement.
- the vacuum in the combustion chamber When the intake device is opened, the vacuum in the combustion chamber then causes the air column to accelerate strongly with the fuel that has already been injected.
- the large relative movement between fuel and air as well as the increased mixture movement in the combustion chamber promotes mixture preparation and leads to a significantly improved combustion.
- a customary operating point-dependent optimization of the residual gas portion can then improve the warm-up process by combining the valve control parameters "inlet opens” and “outlet closes”.
- the temperature in the exhaust system is additionally increased by the hot exhaust gases flowing out.
- the post-reactions in the exhaust system and the heating-up phase for the catalytic converter can also be shortened by adapting the control time "outlet opens”.
- Fig. 1 is a switching and control scheme for one
- FIG. 3 shows a mass flow diagram m for a late opening inlet device, 4 the inflow speed of the air into a cylinder with two independently controllable inlet devices.
- Fig. 1 shows schematically a partial section through the combustion chamber area of a cylinder of a multi-cylinder internal combustion engine.
- a piston 2 moves in the cylinder tube 1.
- An intake device 3.1 and an exhaust device 3.2 are arranged in the cylinder head, both of which are each provided with an adjusting device 4.1 and an adjusting device 4.2, by means of which the intake and exhaust device can be opened and closed, respectively .
- the actuating devices which can be designed, for example, as electromagnetically actuatable actuating devices, are connected to a control logic 5, in which engine maps for different operating states are stored in the form of control times for the inlet and outlet devices as well as for fuel injection and ignition.
- control logic 5 now has a "cold start phase” engine map, which is designed such that the fuel supply to individual cylinders is switched off during the cold start phase and the control times of the intake device 3.1 and the exhaust device 3.2 can be specified differently from the normal operating control times.
- the control in this cold start and in the subsequent warm-up phase is explained in more detail in FIG. 2 using a four-cylinder engine.
- the individual cylinders I, II, III and IV are each provided on the intake side with intake manifolds 17.1, 17.2, 17.3 and 17.4, into each of which a corresponding injection nozzle 13 opens.
- the hot exhaust gases emerging from the individual cylinders are discharged via an exhaust pipe 21, in which a catalytic converter 22 is arranged.
- both the intake devices 3.1 and the exhaust devices 3.2 for all cylinders are now kept open via the control logic 5 so that the engine can initially be rotated with little effort using the electric starter.
- the intake and exhaust devices of the individual cylinders are put into operation in a cycle-compliant manner, but fuel is only injected into the intake pipes 17.2 and 17.3 of the cylinders II and III and the ignition is switched on in accordance with the work cycle, so that only cylinders II and III work as motors.
- Cylinders I and IV only suck in air that is compressed and heated up according to the working cycle.
- hot exhaust gas enters the exhaust pipe 21 in accordance with the work cycles from the cylinders II and III working as an engine and hot air from the cylinders I and IV working as a compressor into the exhaust pipe 21. Since the cylinders II and III have to apply the compression work of the cylinders I and IV at the same time, they are subjected to higher loads due to the work to be done, so that hot exhaust gas is produced, but due to the unfavorable temperature conditions during the first working cycles a high proportion of unburned coal contains hydrogen and carbon onoxide. Since at the same time, however, hot air from cylinders I and IV the exhaust pipe enters, the catalyst 22 is heated faster due to the heat of reaction of the after-reaction and the hydrocarbon and carbon monoxide emissions are reduced. Due to the higher exhaust gas temperatures, the post-reactions required to break down the unburned hydrocarbons and carbon monoxide start much earlier.
- the circuit can now be made in this first start-up phase via the control logic 5 so that not only the cylinders II and III as the engine and the cylinders I and IV as Compressors work, but that the cylinders work alternately as motors or compressors. In this way it is achieved that all cylinders reach their operating temperature much more quickly and ultimately the pollutant emission is reduced during the starting phase by way of the much faster heating of the entire system.
- FIG. 3 the mass flow through an intake device is shown as a function of the crank angle.
- the dashed line shows the mass flow in a conventional throttle control.
- FIG. 4 also shows the entry speed of the fuel-air mixture into a combustion chamber of an engine, each with two intake devices per cylinder, for various operating states, starting from the cold start phase to the normal operating phase.
- the inlet devices can in turn be controlled independently of one another, wherein at least one inlet device can work with two different strokes.
- the second, previously closed inlet device can also be actuated with its full stroke depending on the operating point, so that the entry velocity of the fuel-air mixture, indicated schematically by curve c, into the Combustion chamber results, the control logic 5 will then also be used to adapt the time "inlet opens” to the operating point in accordance with the changing operating data of the engine during the warm-up phase.
- the control logic 5 will then also be used to adapt the time "inlet opens” to the operating point in accordance with the changing operating data of the engine during the warm-up phase.
- a shift in the time "inlet opens” in the manner described with reference to FIG. 3.
- the amount of air delivered in pumping operation can still be regulated by the number of cylinders working as a pump and / or by controlling the inlet times of the inlet devices.
- the aggregate state of the pressure temperature of the air discharged into the exhaust system can be influenced by a corresponding control of the exhaust device.
- electromagnetic actuating devices as are known, for example, from DE-A-30 24 109, is particularly advantageous as actuating devices for independently controlling the inlet and outlet devices.
- the inlet devices are kept open via the associated armature in a central position between the opener and closer coils via the two spring elements acting against each other.
- the armature swings back and forth between the NC and NO coils.
Abstract
Description
Claims
Priority Applications (3)
Application Number | Priority Date | Filing Date | Title |
---|---|---|---|
EP95942672A EP0746675B1 (de) | 1994-12-21 | 1995-12-15 | Verfahren zur steuerung einer mehrzylinder-brennkraftmaschine in der kaltstart- und warmlaufphase |
DE59508064T DE59508064D1 (de) | 1994-12-21 | 1995-12-15 | Verfahren zur steuerung einer mehrzylinder-brennkraftmaschine in der kaltstart- und warmlaufphase |
US08/696,877 US5930992A (en) | 1994-12-21 | 1995-12-15 | Process for controlling a multiple cylinder internal combustion engine in the cold start and warming up phases |
Applications Claiming Priority (2)
Application Number | Priority Date | Filing Date | Title |
---|---|---|---|
DE4445779A DE4445779A1 (de) | 1994-12-21 | 1994-12-21 | Verfahren zur Steuerung einer Mehrzylinder-Brennkraftmaschine in der Kaltstart- und Warmlaufphase |
DEP4445779.0 | 1994-12-21 |
Publications (1)
Publication Number | Publication Date |
---|---|
WO1996019646A1 true WO1996019646A1 (de) | 1996-06-27 |
Family
ID=6536572
Family Applications (1)
Application Number | Title | Priority Date | Filing Date |
---|---|---|---|
PCT/EP1995/004969 WO1996019646A1 (de) | 1994-12-21 | 1995-12-15 | Verfahren zur steuerung einer mehrzylinder-brennkraftmaschine in der kaltstart- und warmlaufphase |
Country Status (4)
Country | Link |
---|---|
US (1) | US5930992A (de) |
EP (1) | EP0746675B1 (de) |
DE (2) | DE4445779A1 (de) |
WO (1) | WO1996019646A1 (de) |
Cited By (2)
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GB2316338A (en) * | 1996-08-21 | 1998-02-25 | Rover Group | An emission control system for an engine |
FR2793280A1 (fr) * | 1999-05-07 | 2000-11-10 | Renault | Procede de commande d'un moteur a combustion interne |
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Also Published As
Publication number | Publication date |
---|---|
DE59508064D1 (de) | 2000-04-27 |
EP0746675A1 (de) | 1996-12-11 |
US5930992A (en) | 1999-08-03 |
DE4445779A1 (de) | 1996-06-27 |
EP0746675B1 (de) | 2000-03-22 |
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